Aircraft based non-dedicated special mission pod mounting apparatus

ABSTRACT

Particular embodiments include a mission payload mounting apparatus. The mission payload apparatus includes a pressurized door plug assembly on a side of an aircraft fuselage and a strut having a first end and a second end. The strut extends from an interior of the aircraft fuselage through the pressurized door plug assembly to an exterior of the aircraft fuselage. The first end of the strut is connected to the interior of the aircraft fuselage. One or more payloads are attached to the strut.

PRIORITY

This application is a continuation under 35 U.S.C. § 120 of U.S. patentapplication Ser. No. 16/137,368, filed Sep. 20, 2018, issued as U.S.Pat. No. 10,577,073, which is a continuation under 35 U.S.C. § 120 ofU.S. patent application Ser. No. 15/692,903, filed Aug. 31, 2017, issuedas U.S. Pat. No. 10,106,239, which is a continuation under 35 U.S.C. §120 of U.S. patent application Ser. No. 15/265,681, filed 14 Sep. 2016,issued as U.S. Pat. No. 9,751,611, which is a continuation under 35U.S.C. § 120 of U.S. patent application Ser. No. 14/150,710, filed 8Jan. 2014, issued as U.S. Pat. No. 9,452,834, which is a continuationunder 35 U.S.C. § 120 of U.S. patent application Ser. No. 12/734,159,filed 14 Apr. 2010, issued as U.S. Pat. No. 8,657,230. This applicationalso claims the benefit under 35 U.S.C. § 265(c) of International PatentApplication No. PCT/US08/11766, filed 15 Oct. 2008, which claims thebenefit under 35 U.S.C. § 119(e) of U.S. Provisional Application No.60/999,316, filed 17 Oct. 2007, each of which is incorporated herein byreference.

FIELD OF THE INVENTION

This invention relates to a temporarily mounted, portable, modular,aircraft-based special mission mounting system which does not requireairframe modifications to accommodate the external carriage of uniqueairborne hardware suites, such as, for example: Command, Control,Communications, Computer, Intelligence, Surveillance, and Reconnaissance(C⁴ISR) sensing, detection, targeting, tracking, communications relay,unmanned vehicle telemetry, aircraft self defense pods, or jettisonablestores.

BACKGROUND OF THE INVENTION

Aircraft-based platforms are ideally suited for time-sensitiveemergency, as well as routine, sensing or other electronic based search,monitoring, surveillance and response activities. For example, numerouscivilian- and military-based aircraft response agencies require highresolution aerial thermal (IR), radar, ultra violet (UV), photographic,multi-spectral, hyperspectral or other sensor imagery in a timelymanner. Similarly, such agencies may also require electronicsintelligence (ELINT) data, communications relay, communicationsintelligence (COMINT) data, signals intelligence (SIGINT) data,communications jamming, satellite communications (SATCOM), satellitetelemetry, electronic support measures (ESM), electronicscountermeasures (ECM), anti-submarine warfare (ASW), magnetic anomalydetection (MAD), missile counter measures (MCM) pods, or other types ofelectronic or image sensing information pods in a timely fashion toformulate a given response.

Existing aircraft mounting methodologies for these or related C⁴ISRelectronics and sensors are typically packaged in systems dedicated to aspecific aircraft, or partially dedicated in as much that a given systemcan be mounted within a pod which can be moved between aircraft butstill necessitates air frame modifications to accommodate wing or bellymounting pylons typical of the USAF RC-12.

As an alternative, an aircraft door compatible temporary mounting systemis described in U.S. Pat. No. 5,927,648, entitled “Aircraft BasedSensing, Detection, Targeting, Communications, and Response Apparatus”issued Jul. 27, 1999 to Richard L. K. Woodland, and incorporated hereinby reference. The Woodland invention is able to accommodate mounting onvarious aircraft without incurring any airframe modifications but iscompletely reliant on a mounting pallet to absorb flight induced loadswhich are then transferred from the torque pallet into the aircraftfloor structure. The pallet mounted special mission assembly disclosedby Woodland when used in conjunction with rear loading/jettisoning cargoaircraft like a Lockheed Martin C-130 also compromises all other backendair drop operations which require use of the air deployment system (ADS)rails.

Accordingly there is an on-going, unaddressed need to achieve aflexible, rapidly-installed, roll-on, cost-effective, airborne C⁴ISR andspecial mission strut and pod mounting methodology.

Further, there is a need for such a strut and pod that permits a360-degree field of view (FOV).

Further, there is a need for such a strut and pod that does notinterfere with backend cargo air drop operations.

Still further, there is a need for such a strut and pod that providesin-flight extension and retraction of the strut and payload assembliesinto the fuselage for reloading or changing sensor configurations, andprovides an alternate load transfer path for externally-mounted payloadsystems into the primary aircraft structure without using a pallet ornecessitating modifications to the host aircraft.

SUMMARY OF THE INVENTION

The apparatus and system of the present invention solves the problem oftemporarily mounting aircraft based special mission payload systemswithout compromising air drop operations by utilizing arapidly-installed Adaptive Mounting Plate (AMP) and load transfer braceassembly which interfaces with the host aircraft's Air Deployment System(ADS) rails, or conversely with an Adaptive ADS rail section when ADSrails are not resident on the aircraft. The specially contoured AMP isto provide precision fitment to the ADS Rail section which is generallyachieved by means of cargo tie down rings which protrude through the AMPand are tensioned in place by adjustable cam lock means familiar tothose skilled in the art of cargo handling systems. Other restraintsmeans are also employed by way of bolts which connect the AMP to the ADSrails, and in turn the ADS rails to the host aircraft floor. Otheralternative methodologies disclosed but not necessarily deemedadvantageous include removing the cargo tie down bolts and interfacingthe AMP directly to the bolt sockets using custom fitted bolts.Typically the AMP is machine milled to a specific contoured shape whichreflects the bolt patterns, compatible metallurgy, and operabilitymechanisms of the specific rail section it is to be mounted to. Forexample ADS rail sections five or six adjacent the paratroop doors of aLockheed Martin C-130 aircraft are different from those of an AleniaC-27J, yet the mounting methodology and load transfer path are identicalas employed in the current invention. The AMPs for each aircraft mayappear different but the connection, fastening, and load transfermethodologies are identical. The AMP is also typically milled from asingle block of non-ferrous aerospace metal which accommodates restraintand bolt devices and unique positioning of the same along the top andsides of the ADS rail. The AMP is effectively engineered to the adequatethickness to provide for the transfer of in-flight dynamic torque,lateral and other loads exerted upon the various mission payload podsand then transferred through the strut to the interior ADS rail, LoadTransfer Brace (LTB) and associated cargo tie down “D” ring locationsthereby precluding the requirement for a loads transfer (torque) pallet,or dedicated airframe modifications which interfere with aircraftbackend operations. Although the embodiment of the present invention isoptimized through use of a standard ADS rail section, a substitute ormodified rail section can be used which interfaces to the host aircraftfloor by matching the floor's unique cargo tie down bolt pattern andcreating an interface directly to the floor upon which the AMP and LTBscan be attached.

The preferred embodiment of the present invention utilizes anelectrically-actuated strut which is attached to the AMP and installedthrough a fuselage side door orifice. The system apparatus as describedherein is equipped with a NATO standard ordinance rack to accommodatethe paid mounting and release of a variety of mission pods or storeswhich are suspended external of the host airframe. Said actuated strutalso incorporates a redundant manual retraction and extension driveassembly, which is independent of the electrical drive system. Once inflight the strut can be articulated to a position below the lowerperiphery of the host aircraft fuselage to achieve a 360-degree FOV forunobstructed electro-optical, radar, RF or other sensor coverage, or canbe used to jettison stores. The actuated strut can also be extended fromthe aircraft interior or retracted inboard back into the cargo bay whilein flight for the purpose of maintaining mission security, reloadingstores, changing sensors or other mission packages affixed to the end ofthe strut.

A second variant of the preferred embodiment of the present inventionincorporates a non-actuated strut attached to the AMP which is ofvariable length and angle in the X, Y, or Z axis which also transitsunder an indent of a door plug mounted within an open doorway toposition a payload external of the aircraft in a predetermined positionwhich remains static throughout the flight and does not require a360-degree FOV.

For heavier payloads which require a diverse load transfer path into thecargo floor of the host aircraft, the preferred apparatus of the AMP isequipped with a plurality of articulated and in-flight removable LoadTransfer Braces (LTB) which extend inboard from the AMP which in turndistributes the loads over a Floor Loads Plate (FLP) which ismechanically attached to at least a plurality of cargo floor tie downrings using adjustable cargo cam lock means.

Once the strut, AMP, and load transfer system are installed, thepreferred embodiment incorporates a temporary, one- or two-piecesegmented pressurized door plug with a non-dedicated door retractionsystem which is fully operable in flight. In either of the one- ortwo-piece versions, the door plugs are indented about the lowerperiphery to accommodate the protrusion of the strut into the door panelin such a way as to provide a pressurized seal about the strut when thedoor plug is closed.

The integrated system of the embodiment of the present invention alsoincorporates connectivity to and utilization of on-board workstations,aircraft positional data, communications systems, data processingsystems, stores or other mission equipment linked to mounting andemployment of the fixed position or articulated strut described herein.Further, the complete system of the present invention utilizes variousiron lung, litter, missile, winch, auxiliary, or other existingelectrical power interfaces to drive the various components and missionsystems of the present invention on the host aircraft without the needfor modifications.

Installation of the completed special mission system strut, AMP, loadtransfer braces, door plug, and associated assemblies of the presentinvention are installed in the unique manner described herein to enableuse of the ADS rail system, operability of the host door plug, andextension and retraction of the strut while in flight withoutinterfering with the host aircraft's normal performance envelope,emergency egress, air drop, or other back end operations of the hostaircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded view of the ADS Rail section and AMP with boltpatterns, 20 cam locks, and overall attachment methodologies of allplate angles, holes, and fastening components.

FIG. 1A is an exploded overview of the primary structural and mechanicalattachment mechanism of a strut of the present invention including themotor housing bolt assembly, strut motor housing casing, shoulderarmature assembly, strut, secondary wrist armature assembly, andadjustable sway braces.

FIG. 1B is an exploded overview of the primary structural and mechanicalattachment mechanism of a strut of the present invention including theadaptive mounting plate, adjustable cam locks, cargo tie down “D” rings,ADS rail, load transfer braces, floor load plate, adjustment bolts, loadtransfer brace flange, AMP restraining bolts, ADS restraining bolts, andAMP motor housing flanges.

FIG. 2 depicts a rotationally-articulated strut being aligned to the AMPusing the lower section of the transport case after the AMP has beenattached to the ADS rail.

FIG. 3 depicts a strut deployed with ADS rail section and AMP attachedto same with both the lower close-out panel and upper door plug panelinstalled with manual retract sockets, disengaging clutch handles, dualelectric drives, and control box.

FIG. 4 depicts the completed assembly installed and covered by aremovable armored housing.

FIG. 5 is an exterior depiction of a strut in the retracted positionwith a single sensor attached to BRU-12 bomb rack with conformal fairingand sway braces deployed, and an observer bubble window installed withinthe door plug.

FIG. 6 depicts an external perspective of the subject apparatus with twostruts deployed simultaneously outboard of the aircraft fully extended,wherein one is equipped with a triple ejector rack loaded with threedispensable stores, and the other with an integrated EO/IR surveillanceand targeting sensor turret. In both instances the complete range ofmotion arcs of the struts into the aircraft is also depictedillustrating the ability of the strut gearing and drive mechanisms toaccommodate in flight retraction and extension for sensor change andstores re-loading.

FIG. 7 depicts an exterior view of an articulated strut in the retractedposition with an RF communications pod and EWSP missile counter measuresfairing mounted outboard of the strut's secondary wrist assembly with abubble door and sway braces deployed.

FIG. 8 depicts a non-articulated, fixed position strut with EWSP missilecountermeasures pod equipped with IR detection set, lasercountermeasures, and an ALE-55 towed decoy.

FIG. 9 depicts an articulated strut with a triple ejector rack fitmenton the strut's BRU-12 rack carrying three releasable, in-flightre-loadable, doorway form compliant stores.

FIG. 10 depicts the installation of a completed mission assembly withthe strut retracted, observer chair stowed, and the load transfer bracesin the up and retracted position so as to enable use of the ADS railsfor air drop.

DETAILED DESCRIPTION OF THE INVENTION

The invention is now described in terms of the FIGURES to more fullydelineate in detail the scope, materials, components, conditions, andmethods associated with the design, and employment of the presentinvention.

FIGS. 1 through 1B depict an exploded overview of the primary structuraland mechanical attachment mechanisms of a strut of the present inventionassembled as it would normally be connected together and installed toachieve fitment of a pod or other apparatus aboard a Lockheed-MartinC-130 aircraft 1, including one or more adaptive mounting plates (AMP)11. Adaptive mounting plates 11 can be perforated with bolt holes whichinterface and otherwise permit connectivity to a standard ADS rail 12,by means of multiple AMP restraint bolts 23 (as shown in FIG. 1B). Oncethe adaptive mounting plates 11 have been secured to the ADS rail 12, ora section of the ADS rail 12, the rail or section can be positioned andsecured to the aircraft floor utilizing multiple ADS restraint bolts 24and/or cargo tie down “D” rings 14, with adjustable cam locks 18 whichcan be tensioned by turning the adjustment bolt 22, until the ADS rail12, section is secure against the aircraft floor. For aircraft nothaving an ADS rail 12 already installed, those skilled in the art ofaircraft component fabrication can install an ADS rail or section thatcan be made to match the host aircraft cargo floor bolt pattern. In thismanner, the present invention can be made to accommodate a variety ofairframe types.

As depicted in FIG. 2, the current invention can be housed within amodular case or cases so as to facilitate transport and aid inmechanical interface alignment. As shown, the invention can be storedand transported in a strut transport and alignment case 20, a portion ofwhich can be temporarily secured to the aircraft floor when the strut isto be installed. A motor housing bolt assembly 25 (as shown in FIG. 1A)can be been inserted through and secured to an AMP motor housing flange26, to connect the strut 32, about a shoulder armature assembly 33, withthe adaptive mounting plate (AMP) 11. Once the strut 32 is secured tothe adaptive mounting plate (AMP) 11, the shoulder armature assembly 33can be rotated outboard and the strut transport & alignment case 20,disconnected and removed from the host aircraft. The strut isrotationally connected to the aircraft.

The shoulder armature assembly 33 accommodates the mounting andfunctional integration of one or more electrical drive motors 38. In oneembodiment, two redundant electrical drive motors 38 are each equippedwith a brake disengagement handle 39 for use in the event that bothdrive motor 38 fail. In such a failure the brake disengagement handle 39can be activated which allows the motors to turn freely therebypermitting a hand actuated speed wrench to be inserted into the manualretraction socket 40, to retract or extend the rotationally-actuatedstrut 32. As shown in FIG. 4. the entire motor housing and shoulderarmature assembly 33, assembly can accommodate an AMP armor housing 19,to protect the manned operator typically located above at a bubbleviewing port.

As noted in FIGS. 5, 6, 7, and 9 the apparatus of the present inventionalso incorporates a secondary wrist armature assembly 34, which ismechanically connected to the shoulder armature assembly 33, by means ofa geared rotating linkage that keeps the wrist armature assembly 34 inthe vertical position as the rotationally-actuated strut 32, isarticulated from a retracted position to a fully extended positionexterior of the aircraft. This particular feature does not apply whenfully retracting the present invention into the fuselage of the hostaircraft. The rotationally-actuated strut 32, can be equipped with astandard NATO ordinance rack 35, with a fourteen inch set of lockinglugs which can also be fitted with a pylon slipper to accommodate otherordinance racks including a triple ejector rack 36. Regardless of theejector rack employed, the payload can be stabilized by lateral, gust,and other wind loads by a pair of adjustable sway braces 37, which canbe fitted for a variety of pods and payloads suspended at the end of therotationally-actuated strut 32. The operator control mechanism for thestrut assembly can be located in a handheld device adjacent the doorplug or built into the door plug using indicator lights, cabling andswitches common to those skilled in aircraft engineering.

As depicted in FIG. 7, the rotationally-actuated strut 32, can alsoaccommodate an Electronic Warfare Self Protection, EWSP fairing assembly42, attached as a knuckle adjacent the wrist armature assembly 34.

As depicted in FIG. 8, a non articulated strut 44, can also be mountedto the adaptive mounting plate (AMP) 11. Such a configuration can beutilized when rotation or other motion activation is not required, as inthe case of hosting dual EWSP missile countermeasures pod 62.

As depicted in FIGS. 3, 4, and 6, the embodiment of the presentinvention can also accommodate a rapidly removable pair of load transferbraces (LTB) 16 which can be hinged to the strut motor housing casing27. Such a configuration effectively increases the externally suspendedpayload weight of the sensor pods or other externally hung stores. Asshown in FIG. 10, if during the process of accommodating the increasedpayload the host aircraft must engage in air drop activities, thetransfer load transfer braces (LTB) 16 hinged to a load transfer braceflange 15 can be retracted to their vertical positions, the palletsjettisoned, and the load transfer brace (LTB) 16 and floor load plate(FLP) 17 can be re-secured to the host aircraft cargo floor cargo tiedown “D” rings 14 using adjustable cam locks 18. It is noted althoughnot depicted that a greater number and length of load transfer braces(LTB) 16 and floor load plates (FLP) 17 could be added to accommodate anincreased number of cargo tie down “D” rings, thereby providing agreater load dispersal area and corresponding increase in payloadcapability.

Method of Operation

The preferred methodology as described herein for installing andemploying the apparatus of the current invention typically involves twocrew members familiar with airframe maintenance. The entire assembly canbe man portable and can consist of a strut transport & alignment case20, a payload case of suitable size and typically not exceeding 400pounds, and typical single sensor pod/ordinance loader to position andelevate the sensor pod once the strut is installed.

The installation sequence can begin with the attachment of the struttransport & alignment case 20 to the floor of a host aircraft, forexample a Lockheed-Martin C-130 aircraft 1, wherein the paratroop doorwould be opened and secured. The adaptive mounting plate (AMP) 11 couldbe secured to the ADS rail 12, and the rotationally-actuated strut 32,assembly secured to the AMP motor housing flange 26, by means of themotor housing bolt assembly 25. At this point the rotationally-actuatedstrut 32, would be rotated about the shoulder armature assembly 33,through the open doorway, and the single piece door plug 55, oralternatively the combined door plug upper panel 56, and door plug lowerpanel 57, installed to seal the doorway.

The load transfer braces (LTB) 16 and floor load plate (FLP) 17 assemblycould then be lowered into position and connected to multiple cargotie-down “D” ring 14, means by using several adjustable cam locks 18secured in place by multiple adjustment bolts 22. Finally, the entireshoulder armature assembly 33, twin drive motors 38, and associatedelectrical and mechanical gearing could be covered by a removable AMParmor housing 19. The entire system could be checked using a localizedcontroller to verify indicator light positions against the actualposition of the strut. The strut emergency manual retract could also betested. The door assembly could then be tested for functionality andnon-interference with the rotationally-actuated strut 32 assembly.

The rotationally-actuated strut 32 assembly could be secured in the upor retracted position external to the aircraft in readiness forattachment of various payloads to the NATO ordinance rack 35 or tripleejector rack 36. A typical bomb/ordinance loader carrying any number ofpayloads including a single sensor 60, and RF antenna pod 61, and EWSPmissile countermeasures pod 62, jettisonable stores 64, or other sensorpod could be positioned below the NATO ordinance rack 35 or tripleejector rack 36 and the mission components physically attached to therotationally-actuated strut 32 assembly using procedures and methodscommon within the field of ordinance loading. The loader could then beremoved along with the strut transport and alignment case 20, and thevarious power, data, pod, and control system cables connected fordiagnostics testing and ultimate mission usage.

While preferred embodiments have been shown and described, varioussubstitutions and modifications may be made without departing from thespirit and scope of the invention. Accordingly it is to be understoodthat the present invention has been described by way of illustration andnot limitation.

1. A mission payload mounting apparatus comprising: a pressurized doorplug assembly on a side of an aircraft fuselage; and a strut having afirst end and a second end, wherein: the strut extends from an interiorof the aircraft fuselage through the pressurized door plug assembly toan exterior of the aircraft fuselage; the first end of the strut iscoupled to an adaptive mounting system (AMS) plate adapted to attach toone or more air deployment system (ADS) rails of the aircraft fuselage,the one or more ADS rails being fixed parallel to a longitudinal axis ofthe aircraft fuselage; and one or more payloads are attached to thestrut.
 2. The apparatus of claim 1, wherein the strut is operable to, inflight: extend the one or more payloads from the interior of theaircraft fuselage to the exterior of the aircraft fuselage; and retractthe one or more payloads from the exterior of the aircraft fuselage tothe interior of the aircraft fuselage.
 3. The apparatus of Claim hwherein the strut provides an internal wiring harness and cable conduitfrom the interior of the aircraft fuselage to the one or more payloads.4. The apparatus of claim 3, wherein the strut provides payloadconnectivity to one or more on-board systems of the aircraft fuselage,wherein the on-board systems comprise one or more of: an on-boardworkstation; an aircraft positional data system; a communicationssystem; or a data processing system.
 5. The apparatus of claim 1,wherein the strut is a non-actuated fixed-position strut and fairingapparatus.
 6. The apparatus of claim 1, wherein the strut is capable ofbeing rotationally actuated about an axis.
 7. The apparatus of claim 6,wherein the axis is exterior to the aircraft fuselage.
 8. The apparatusof claim 6, wherein the one or more payloads are attached to the strutbetween the axis and the second end.
 9. The apparatus of claim 1,wherein the one or more payloads are attached the second end of thestrut.
 10. The apparatus of claim 1, wherein the strut is capable ofbeing articulated to a position where the second end of the strut isbelow a lower periphery of the aircraft fuselage.
 11. (canceled) . 12.The apparatus of claim 1, wherein the AMS plate is adapted to attach tothe one or more ADS rails via one or more restraint or bolt devices. 13.The apparatus of claim 1, further comprising one or more removable loadtransfer braces (LTBs) which interface to the AMS plate and extendinboard from the AMS plate to interface with a floor of the aircraftfuselage.
 14. The apparatus of claim 13, wherein: the one or more LTBsare hinged to the AMS plate via one or more flanges; and the one or moreLTBs can be rotated to a vertical position via the one or more flangesupon disconnection of the interface with the floor of the aircraftfuselage.
 15. The apparatus of claim 1, further comprising a shoulderarmature assembly coupled to the first end of the strut, wherein thestrut is coupled to the AMS plate via the shoulder armature assembly.16. The apparatus of claim 15, further comprising a wrist armatureassembly, wherein the wrist armature assembly is coupled to the secondend of the strut.
 17. The apparatus of claim 1, wherein the one or morepayloads comprise one or more of: an ordinance rack; an electro optical,radar, or radio-frequency sensor; a surveillance and targeting sensorturret; a communications pod; or an infra-red detection set.
 18. Theapparatus of claim 1, wherein the pressurized door plug assemblycomprises: a single piece door plug; or a combined door plug upper paneland door plug lower panel.
 19. A method comprising: coupling a first endof a strut to an adaptive mounting system (AMS) plate adapted to attachto one or more air deployment system (ADS) rails of an aircraftfuselage, the one or more ADS rails being fixed parallel to alongitudinal axis of the aircraft fuselage; and installing a pressurizeddoor plug assembly on a side of the aircraft fuselage wherein: the strutextends from an interior of the aircraft fuselage to an exterior of theaircraft fuselage through the pressurized door plug assembly; and one ormore payloads are attached to the strut.
 20. The method of claim 19,further comprising: actuating the strut in flight to extend the one ormore payloads from the interior of the aircraft fuselage to the exteriorof the aircraft fuselage.